pullman



(No Model.) 3 Sheets-Sheetl.

O. L. PULLMAN. SAFETY DEVIUE FOR RAILWAY GARS.

No. 509,326. Patented Nov. 21, 1893,.

(No Model.) GI L L. PULLMAN.

SAFETY DEVICE FOR RAILWAY (JARS. No. 509,326. Patented N0v.-21,1893.

vqsumuvcu u c (No Model.) 3'Shee,ts-Sheet 3,

0.- L. PULLMAN. a SAFETY DEVICE FOB. RAILWAY CARS.

No. 509,3Z6.-- Patented Nov. 21, 1893,

lll l WWZ-ga-SQQ; 2

A I I WW I wms. fikmfilww f9 Cm'bmiilwm .A 7 SJ. AAAAAAAAAAAAAAAAAAAAAAAAAAAAAA Y w emu. b. c.

cation, no

UNITED STATES PATENT Orric n.

CHARLES L. PULLMAN, or CHICAGO, ILLINOIS V SAFETY DEVICE FOR' RAILWAY-CARS.

SPECIFICATION forming part of Letters Patent No. 509,326, dated November 21, 1893.

Application filed January 16, 189

-In the construction of modern railway cars provision is made for moderating thei rn-l pact and shock of collision by providing plates upon the ends of; plates are backed up by powheavy metal frame the cars which erful springs which hold the'plates in frictional contact. With these plates are combined diaphragms to form an in'closed passage way between adjacent cars in a train and are commonly called vestibules. This construction also retards and limits oscillation ofthe car bodies.

Heretofore no provision has been made for applying these safety devices to the front end of the forward car, although such provision is desirable for many reasons. In the first place in case of front end collision the shock starts from the engine and is transmitted through the tender to and through the first car of the train without material modifiprovision being made, even in cars equipped with modern vestibules, for taking up the shock until the rear end of the first car is reached. The first car of all trains for the carriage of passengers is usually either an express, baggage or mail car, and no protection has been afforded against the telescoping of such cars in case the locomotive is in collision.

The principal object of my invention is, therefore, to provide suitable protection for persons occupying the front car of a train, and this protection should be as ample as that afforded to passengers in .the coaches. To this end I apply to the tender and the first car of the train a construction in which is employed friction plates normally held in contact by springs which take up or moderate the shock in collision. In order to effectively apply these devices at this point I have somewhat modified their usual construction and have thereby rendered them more efiicient.

For a 7 better understanding of my invention reference maybe had to the accompanying drawings, in which- 3. Serial No. 458.483. (No model.)

Figure 1 is a side elevation of a tender showing the rear end of the locomotive and the forward end of a car. Fig. 2 is a plan view of the tender and car partly in transverse section to show on of the bufier plate springs; and Fig. 3 is a rear end elevation of the tender showing a face view of the frame plate.

-' At the rear end of the tender I erect vertically aframe plate A, which is normally thrust plates maybe substantially rectangular in outline and are preferably solid but may have their central portions cut away in case it be desired to provide only against telescoping. But inorder to cut off communication between the tender and the platform of the car next the engine, I prefer to make the frame plateimperforate at least in that portion which projects above the rear end of the tender. Obviously a frame plate of theusual inverted U-shape may be employed and the opening therein above the rear end of the tender closed by planks 0r plates.

Train robbers have heretofore found an easy point of attack by climbing upon the engine and passing thence over the tender through the front door of the first car, or by hiding upon the front platform until the train is under way and then climbing over the tender to coerce the engineer and fireman. To

provide against this Icompletely inclose the front platform of the car. In order to sustain the springs B they have a bearing in the spring pockets E and the front sides of these pockets are' bolted to the upright posts F, the rods 0 sliding through apertures in the post and rear wall of the spring pocket, and having a collar G against which the forward end v of the spring abuts.

11 represents brace bars which extend diagonallyalong the sides of the coal space I and are bolted to the walls of the tank- J. These brace bars are preferably strong metal bars having their ends bent at an angle to their lniddl'es, the upper end being bolted to the spring box and the lower end to the frame work of the tender.

K represents'the diaphragm inclosing the space between the frame plate carried by the tender and the rear end thereof. I have provided a hood or cover L which forms an eX- tension of the diaphragm and covers the portions of thebrace-bars which project above the tender.

The front end of the car M is provided with a frame plate and diaphragm of known construction and complemental of the parts carried by the tender.

I have shown a car having its side walls extended so as to linclose the front platform. This inclosed space affordsroom fora heater or for storage, and I prefer to have the entire forward end of the car thus inclos'ed so that proper and efficient protection will be afforded express messengers, baggage men and persons engaged in the railway mail service againstattacks by train robbers.

willbe seen that the vestibule construction is made much stronger than ordinarily because of the provision of thebrace barswhich extend from the floor of the tender. A

tender provided with this improvement will not' be so likely to telescope the first car of the traih and the shock will be largelymodeiated befoljepa's'sing through such vestibule constitution.

:Ihe" diaphragins and closed frame plate formaneflicient protection to the engineer and fireman againstthe attack of persons attear ingto pass over the tender to thecab' and by iflclosing the front platform of the car evil disposed persons are prevented from hiding there until opportunity is afiorded for attack on express, messengers or mail clerks.

I do'not of course limit my invention to precise details of construction.

Without limiting myself to precise details of construction, I claim l. A railway locomotive tender having its rear end provided with a frame plate sustained by outwardly forcing springs, brace bars extending diagonally from the spring bearing to the floor of the tender and said frame plates being adapted to co-operate with a complemental construction carried by the car, substantially as described.

2. A railway locomotive tender having its rear end provided with a spring-sustained frame-plate, brace-bars eitending from the up erspring bearings to" the floor of the tender and a hood covering the upper ends of said brace-bars,- substantially as described.

3. A railway locomotivetendr having its rear' end provided with a spring sii stained trams-pla e, diaphragm inlosingth'e spa e between'the' sides of the frame-plate and the rear eiid of the tender and the frame plate being i m'perfor ate enclosed above therear end of the tender and the whole being adapted to cooperate with a frame-plate emaciapnragifis carried by the fiot platform of a car and whereby cohimiinicat-ioii between the car and tender is cut ofi, substantially'as and for the purpose described! t,

V CHARLESL. PULLMAN. i s 'e a FREDERICK C. GOODWIN, N. M. BOND. 

